Reply (The Minister of National Infrastructure): With regard to part (a) of the question, I am informed by the local authorities and the Road Development Authority (RDA) that there is no report as such identifying roads in residential areas without pavements. For classified roads under the purview of the RDA, I am informed that footpaths are usually provided on at least one side of the main road and will gradually be provided on both sides upon availability of adequate land and funds. Moreover, on a yearly basis, roads previously under the purview of the local authorities will be gradually classified as main roads and these roads will be subsequently upgraded with the required road furnitures, including footpaths. I am informed by the local authorities that roads, especially in residential areas, vary between three metres to four metres wide. Given the narrowness of the internal roads with little or no road reserves and the fact that most of these places are already highly built up, often these roads do not have pavement. However, at other places, covered drains act as pavement for pedestrians. In addition, in all new residential Morcellements, provision is being made for covered drains with concrete slabs and same are used as pavements. It is, in fact, a mandatory requirement from the Traffic Management and Road Safety Unit in a bid to ensure safety of pedestrians. As regards the proposal to amend the relevant legislations to provide for mandatory designated spaces for pavements and cycle tracks, I would propose that consultative meetings be held with the relevant stakeholders, namely the Ministry of Finance, the Ministry of Housing and Lands, the Ministry of Land Transport, the Ministry of Local Government, the TMRSU and my Ministry with a view to devising a holistic policy thereon, bearing in mind site and financial constraints. As regards provision for cycle lane, it is to be noted that since August 2020, all new roads constructed by the RDA are being provided with a bicycle lane of a width of about 2.55 metres segregated from the main road. The dedicated bicycle lanes are being implemented with a view to encouraging cycling for leisure and recreation while improving the safety of cyclists and reducing road congestion.

187 Since I assumed office, I have raised concerns on the apparent underutilisation of these bicycle lanes, which have been constructed at such significant costs. Upon my request, the RDA had carried out a survey and has confirmed that the bicycle lanes which are already operational are highly underutilised, though in some cases, are being used as a health track for jogging purposes. The RDA has also highlighted the challenges associated with the existing bicycle lanes, namely the lack of continuity to connect to built-up areas and public places as well as the difficulties to maintain and keep them free from overgrowths. Furthermore, in light of the rising number of accidents involving motorcycles, it is increasingly felt that the traffic flow of two-wheelers/motorcycles should be segregated, as far as possible, from other vehicular traffic to reduce risks of accidents. In these circumstances, it is proposed to review the policy for the provision of bicycle lanes in consultation with the TMRSU, the local authorities and the Police. Some tentative proposals are as follows – For existing cycle lanes – (i) promotion campaigns would be carried out to promote usage of the cycle lanes, and (ii) consideration would be given to the extension/connection of the cycle lanes to neighbouring residential and/or public areas. For new projects – (iii) consideration would be given to provide cycle lanes mostly in residential areas as well as touristic regions, which could eventually be linked with Smart Cities, and (iv) cycle lanes could be constructed next to the main road, instead of segregating same to enable motorcycles to use the lanes as well and which could help to reduce traffic congestion and improve road safety. PUBLIC SERVICE EXCELLENCE AWARD – OBJECTIVES & ELIGIBILITY CRITERIA